Vehicle-spring.



PATENTED AUG. 1, 1905.

N. T. HARRINGTON.

VEHICLE SPRING.

APPLICATION FILED DEC.19, 1904.

[water .A/mfnzm7v 717/647 ANDREW. a GRAHAM C0,. PHOTO-LITNOGHAPMERS.WASHiNGYDN. n. c.

. the spring.

watt

OF DETROIT, MICHIGAN, ASSIGNOR TO OLDS NORMAN T. HARRINGTON,

MOTOR WORKS, OF DETROIT, MICHIGAN, A CORPORATION OF MICH- IGAN.

Specification of Letters Patent.

VEHICLE-SPRING.

Patented Aug. 1, 1905.

Application filed December 19, 1904. Serial No. 237,446-

To a, whom, it may concern:

Be it known that I, NORMAN T. HARRING- TON, a citizen of the UnitedStates, residing at Detroit, in the county of Wayne and State ofMichigan, have invented certain new and useful Improvements inVehicle-Springs, of which the following is a specification, referencebeing had therein to the accompanying drawings.

The invention relates to vehicle-springs, and is more particularlydesigned for use on motor-vehicles.

In the drawings, Figure 1 is an elevation of the spring. Fig. 2 is anenlarged view of a portion of said spring. Fig. 3 is a cross-sectionthereof, and Fig. 4 is an enlarged view of the inner end portion of thespring and its connections.

My improved construction of vehicle-spring relates more particularly tothat type in which the axle is secured to the free ends of a pair ofdownwardly-inclined spring-arms, the upper ends of which are secured tothe vehicleframe. With such constructions it is usual to locate thedrive-shaft of the motor approximately in line with the point ofattachment of the spring to the frame, so that the drivechain extendingfrom the sprocket of said drive-shaft to the one on the axle will not begreatly changed in tension by the flexing of Inasmuch, however, as theflexing of the spring changes its curvature, the distance between theaxle and the drive-shaft is never maintained constant in all positionsof the spring, and where there is a marked deflection of the spring thechange in distance is greatest. Another incident in the usualconstruction of springs of this type is that the length of the spring isnecessarily limited to considerably less than one-half the distancebetween the forward and rear axles. This is for the reason that thespring-arms must be attached to the frame some distance upon oppositesides of the center thereof.

My improvement consists, essentially, in

substituting for the rigid attachment of the spring to the frame apivotal attachment and in extending this spring inward beyond the pointof attachment to the frame, so as to form a second spring-arm. This armis secured at its end to the vehicle-frame and operates as an auxiliaryto the downwardly-projecting spring-arm, resulting in distributing thedeflection of the spring over the two arms. Thus a much greaterresiliency is obtained with the same strength of spring than in priorinstances, and by locating the driveshaft approximately in line with thepivot there will be a slight alteration in the distance between the sameand the axle.

As shown, A is one of the side sills or frame-bars of the vehicle, whichis illustrated as an angle-bar. Bis a bifurcated member secured to theunder side of the bar A, and O is a member pivoted between thefurcations of the member B by a bolt or pin D. This bolt preferablyextends through a vertical Web of the frame angle-bar and in addition toits function as a pivot forms a securing means for the member B. E is a.spring. This is preferably in the form of a leaf-spring, the severalleaves being clamped to the member O by bolts F passing throughregistering apertures therein and in a bottom plate G.

The lower leaf a of the spring is preferably of greater thickness thanthe other leaves and at its outer end is provided with a fitting H forconnecting thereto the axle I, this being of any suitable construction.The opposite end of the lower leaf aslidingly engages with a bearing onthe frame, this being preferably formed by a bifurcated bracket J,depending from said frame, between the furcations of which the leafpasses, and a pin K. This pin extends across between the furcations ofthe bracket J and engages with a loop L, preferably integrally formedwith the lower leaf (0.

With the construction as described when ever the spring is flexed underload or by the striking of the vehicle-wheels against an obstruction orinto a rut the stress will be distributed throughout the entire lengthof the spring. This will cause the rotation of the fitting O on thepivot D and the simultaneous outward bowing of the inward-extending armand upward bowing of the outward-extending arm. The drive-shaft M ispreferably located, as indicated in dotted lines, near the pivot D, andthus the drive-chain N, connecting the sprocket O on saidshaft with thesprocket P on the axle, will be but slightly changed in tension.

While I have illustrated a straight spring, it is evident that its formmay be changed to a curve or any other suitable shape. The springs forthe forward and rear axle are preferably similar in construction, andtheir adjacent inner ends may be secured to the same bracket J.

What I claim as my invention is- 1. In a vehicle, the combination with aframe and an axle, of a combined reach and spring longitudinallyextending and having-a rigid fulcrum-bearing on said frame, the outerend of said arm being connected to said axle and the inner end slidablysecured to said frame. k

2. In a vehicle, the combination with a frame and an axle, of a combinedreach and spring longitudinally extending and arm having its outer endsecured to said axle and its inner end sl'idably engaging said frame,and a rigid fulcrum-bearing secured to said frame and pivotally engagingsaid spring intermediate its ends.

3. In a vehicle, the combination with the frame and the axle, of alongitudinally-extending combined reach and spring-arm at its outer endsecured to said axle and at its inner end slid-ably connected to saidframe. and a bearing on said frame engaging said spring intermediate itsends and holding the same from lateral movement.

4. In a vehicle, the combination with a frame and an axle, ofalongitudinally-extend ing combined reach and spring tapering toward itsopposite ends, one end being secured to said axle and the otherslid'ably connected to said frame, and a rigid fulcrum-bearing on saidframe pivotally engaging the central portion of said spring.

5. In a vehicle, the combination with the frame and the axle, of alongitudinally-extending combined reach and spring composed of leavesapproximately reinforcing the springs from ends to center, the outer endof said spring being secured to said axle and the inner end slidablyconnected to said frame, and a fulcrum-bearing rigidly secured to saidframe and pivotally engaging the central portion of said spring.

6. In a vehicle, the combination with the frame and the axle, of alongitudinally-extending leaf-spring tapering toward its opposite endsand adapted to act as a reach, the outer end being secured to said axleand. the inner end slidably connected to said frame, a fulcrum-bracketsecured to said frame and depending therefrom and a member rigidlyclamped to the central portion of said spring and pivotally engagingsaid fulcrum-bracket.

7. In a vehicle, the combination with the frame and the axle. of adouble-tapering leafspring acting as reach and spring combined extendinglongitudinally of said frame, and secured at its outer end to said axle,a bifurcated fulcrum-bracket depending from said frame, a member rigidlyclamped to the central portion of said spring, pivotally engaging withand embraced by said fulcrum member, a depending bifurcated bracket onsaid frame embracing the inner end of said spring, and a pin securedin'said bracket and longitudinally ad justably engaging the inner end ofsaid spring.

8. In a vehicle, the combination with a frame and axle, of a combinedreach and spring havingafulcrum intermediateits ends, rigidly secured tosaid frame, one end of said spring being rigidly secured to saidaxle,and the other end slidabl'y attached to said frame.

In testimony whereof I affix my signature in presence of two. witnesses.

NORMAN T. HARRINGTON.

WVitnesses:

ED. D. AULT, H. G. SMITH.

